EP4355625A1 - Procédé d'évaluation de la fiabilité d'un ensemble frein d'un véhicule - Google Patents

Procédé d'évaluation de la fiabilité d'un ensemble frein d'un véhicule

Info

Publication number
EP4355625A1
EP4355625A1 EP21735630.2A EP21735630A EP4355625A1 EP 4355625 A1 EP4355625 A1 EP 4355625A1 EP 21735630 A EP21735630 A EP 21735630A EP 4355625 A1 EP4355625 A1 EP 4355625A1
Authority
EP
European Patent Office
Prior art keywords
brake
braking operation
per unit
unit time
initiated
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21735630.2A
Other languages
German (de)
English (en)
Inventor
Stefan Bergquist
Linus HAGVALL
Christian Grante
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Truck Corp
Original Assignee
Volvo Truck Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Truck Corp filed Critical Volvo Truck Corp
Publication of EP4355625A1 publication Critical patent/EP4355625A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis

Definitions

  • the invention relates to a method for assessing reliability of a brake assembly of a vehicle. Moreover, the invention relates to a method for assessing reliabilities of a brake assembly of a vehicle. Furthermore, the present invention relates to each one of a computer program and a computer readable medium. Further, the present invention relates to a brake assembly for a vehicle. Additionally, the present invention relates to a vehicle.
  • the invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment. Although the invention will be described with respect to a truck, the invention is not restricted to this particular vehicle, but may also be used in other vehicles such as working machines or cars.
  • a vehicle often comprises one or more brake systems for braking the vehicle.
  • brake systems for braking the vehicle.
  • WO 2020/104066 A1 proposes a method for monitoring brake performance of a brake system, which method comprises detecting a brake delay.
  • an object of the present invention is to provide a method for assessing a brake assembly of a vehicle, which method results in appropriate information as regards the reliability of the brake assembly.
  • the object is achieved by a method according to claim 1.
  • the first aspect of the present invention relates to a method for assessing reliability of a brake assembly of a vehicle.
  • the brake assembly comprises a brake system, a nominal automation system and a safety system.
  • the brake system is adapted to receive a brake request individually from each one of the nominal automation system and the safety system and in response to either request initiate a braking operation.
  • the method comprises:
  • the actual braking operation density being determined on the basis of at least a subset of occurrences per unit time when a braking operation is initiated by the brake system;
  • the above method implies that the reliability of the brake assembly, in particular the reliability of the safety system, is assessed appropriately often.
  • the above method implies that the reliability of the safety system is evaluated even when there is an insufficient number of braking operations initiated by the brake assembly during operation of the vehicle, which braking operations could be used for assessing the reliability of the brake assembly.
  • braking reliability is evaluated in response to detecting that the actual braking operation density is lower than a braking operation reference density, it is ensured that braking evaluation is not carried out unnecessarily often.
  • braking evaluation with an unnecessarily high evaluation frequency may result in a less comforting ride for an operator or a passenger of the vehicle.
  • an overly frequent brake evaluation may result in undesired wear of e.g. the brake system.
  • the braking operation reference density is determined on the basis of an expected number of occurrences per unit time when a safety critical braking operation is to be initiated by the brake system.
  • the braking operation reference density is determined on the basis of the expected number of occurrences per unit time multiplied by a safety factor. Determining the braking operation reference density on the basis of safety critical braking operation expectance implies that that the reliability of the brake assembly can be assessed more often than the brake assembly is actually used for safety critical braking operations. This in turn implies that the reliability of the brake assembly, in particular the reliability of the safety system, can be assessed so often that reliability of the brake assembly or the safety system may be deemed to have an appropriately high level of integrity.
  • the braking operation reference density is determined on the basis of a reference subset of occurrences per unit time when a braking operation is initiated by the brake system.
  • the braking operation reference density is determined on the basis of the number of occurrences per unit time in the reference subset.
  • the braking operation reference density is indicative of the number of occurrences per unit time in the reference subset multiplied by a safety factor.
  • the braking operation reference density may be determined taking the actual and prevailing driving conditions into account which in turn implies that the reliability of the brake assembly is assessed sufficiently often, but not too often, in view of the current driving condition of the vehicle.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to occurrences per unit time when a safety critical braking operation is initiated. Basing the subset of occurrences per unit time on safety critical braking operation occurrences per unit time may provide an appropriate subset of occurrences per unit time indicative of how often the reliability of the brake assembly should be assessed in order to be deemed sufficiently safe for safety critical braking operations.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to occurrences per unit time when a braking operation is initiated in an operating situation in which a failure to brake the vehicle is determined to result in personal injury of one or more persons related to the operating situation.
  • the above implies an appropriate example set of occurrences per unit time when it is important for the brake assembly to operate as intended.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to braking operations initiated by the safety system
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to braking operations only initiated by the safety system. Basing the reference subset of occurrences per unit time on operations initiated by the safety system implies that a relevant subset may be determined in a straightforward manner.
  • the vehicle comprises a detector for detecting an object in front of the vehicle, the reference subset of occurrences per unit time when a braking operation is initiated corresponding to occurrences per unit time when a foreign object has been detected in front of the vehicle and in which a braking request has been issued in response thereto.
  • a detector for detecting an object in front of the vehicle the reference subset of occurrences per unit time when a braking operation is initiated corresponding to occurrences per unit time when a foreign object has been detected in front of the vehicle and in which a braking request has been issued in response thereto.
  • the method further comprises issuing a communication verification signal verifying a communication between the safety system and the brake system.
  • the communication verification signal is issued in accordance with a communication verification signal issuing schedule indicating at which time instances a communication verification signal should be issued from the safety system.
  • the method further comprises assessing whether or not the communication verification signal has been received by the brake system.
  • the above-mentioned communication verification signal can be used for verifying that a signals may be fed from the safety system to the brake system without necessarily braking the vehicle. This in turn implies that the integrity of the communication from the safety system to the brake system may be assessed relatively often without impairing the driving behaviour of the vehicle.
  • the method further comprises detecting a retardation being the result of a brake request signal issued to the brake system for at least each braking operation in the subset of occurrences per unit time when a braking operation is initiated by the brake system.
  • the detection of the retardation implies an appropriate way for assessing the reliability of the brake assembly.
  • the vehicle further comprises a propulsion system and the method comprises issuing a propulsion request signal to the propulsion system at the same time as the brake request signal is issued from the safety system to the brake system in response to detecting that the actual braking operation density is lower than a braking operation reference density.
  • the issuance of a propulsion request signal at the same time as the brake request signal implies that the reliability of the brake assembly may be assessed wit a limited, or even zero, change in speed of the vehicle.
  • the method comprises issuing a brake request signal from the safety system to the brake system in accordance with a safety system signal issuing schedule indicating at which time instances a signal should be issued from the safety system, the safety system signal issuing schedule being determined on the basis of the braking operation reference density and including at least one time instance being separate from a time instance at which a brake request is issued from the nominal automation system.
  • the safety system signal issuing schedule may be used for ensuring that the reliability of the brake assembly is assessed sufficiently often, even when the brake assembly itself does not issue brake request signals in response to the prevailing driving conditions.
  • the method comprises using a braking operation range indicative of at least soft braking, the subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time excludes occurrences per unit time when soft braking is initiated.
  • the method further comprises using braking operation ranges for each one of the following: medium braking and hard braking, the subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time including occurrences per unit time when at least hard braking is initiated, preferably when medium braking or hard braking is initiated.
  • the method further comprises: for each braking operation of the at least subset of occurrences per unit time forming the actual braking operation density:
  • a second aspect of the present invention relates to a method for assessing reliabilities of a brake assembly of a vehicle.
  • the method comprises:
  • the braking operation reference density is different for different ranges for the brake request signal.
  • a third aspect of the present invention relates to a computer program comprising program code means for performing the steps of any one of the first or second aspects of the present invention when the program is run on a computer.
  • a fourth aspect of the present invention relates to a computer readable medium carrying a computer program comprising program code means for performing the steps of any one of the first or second aspects of the present invention when the program product is run on a computer.
  • a fifth aspect of the present invention relates to a brake assembly for a vehicle.
  • the brake assembly comprises a brake system, a nominal automation system and a safety system.
  • the brake system is adapted to receive a brake request individually from each one of the nominal automation system and the safety system and in response to either request initiate a braking operation.
  • the brake assembly is adapted to:
  • the actual braking operation density being determined on the basis of at least a subset of occurrences per unit time when a braking operation is initiated by the brake system;
  • the brake assembly comprises a brake monitoring system.
  • the brake monitoring system is adapted to receive brake request signals from nominal automation system and the safety system to thereby determine the actual braking operation density.
  • the brake monitoring system in response to detecting that the actual braking operation density is lower than a braking operation reference density, is adapted to:
  • brake assembly is adapted to receive a retardation signal from a retardation sensor of the vehicle and to detect the response of the brake system to the signal issued from the safety system using the retardation signal.
  • the brake assembly is adapted to determine the braking operation reference density on the basis of an expected number of occurrences per unit time when a safety critical braking operation is to be initiated by the brake system.
  • the braking operation reference density is determined on the basis of the expected number of occurrences per unit time multiplied by a safety factor.
  • the brake assembly is adapted to determine the braking operation reference density on the basis of a reference subset of occurrences per unit time when a braking operation is initiated by the brake system.
  • the braking operation reference density is determined on the basis of the number of occurrences per unit time in the reference subset.
  • the braking operation reference density being indicative of the number of occurrences per unit time in the reference subset multiplied by a safety factor.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to occurrences per unit time when a safety critical braking operation is initiated.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to occurrences per unit time when a braking operation is initiated in an operating situation in which a failure to brake the vehicle is determined to result in personal injury of one or more persons related to the operating situation.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to braking operations initiated by the safety system.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to braking operations only initiated by the safety system.
  • the vehicle comprises a detector for detecting an object in front of the vehicle.
  • the reference subset of occurrences per unit time when a braking operation is initiated corresponds to occurrences per unit time when a foreign object has been detected in front of the vehicle and in which a braking request has been issued in response thereto.
  • the brake assembly is adapted to issue a communication verification signal verifying a communication between the safety system and the brake system.
  • the communication verification signal is issued in accordance with a communication verification signal issuing schedule indicating at which time instances a communication verification signal should be issued from the safety system.
  • the brake assembly is adapted to assess whether or not the communication verification signal has been received by the brake system.
  • the vehicle further comprises a propulsion system and the brake assembly is adapted to issue a propulsion request signal to the propulsion system at the same time as the brake request signal is issued from the safety system to the brake system in response to detecting that the actual braking operation density is lower than a braking operation reference density.
  • the brake system is adapted to issue a brake request signal from the safety system to the brake system in accordance with a safety system signal issuing schedule indicating at which time instances a signal should be issued from the safety system.
  • the safety system signal issuing schedule is determined on the basis of the braking operation reference density and including at least one time instance being separate from a time instance at which a brake request is issued from the nominal automation system.
  • the brake assembly is adapted to use a braking operation range indicative of at least soft braking, the subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time excludes occurrences per unit time when soft braking is initiated.
  • the brake assembly is adapted to use braking operation ranges for each one of the following: medium braking and hard braking.
  • the subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time includes occurrences per unit time when at least hard braking is initiated, preferably when medium braking or hard braking is initiated.
  • the brake assembly is adapted to: for each braking operation of the at least subset of occurrences per unit time forming the actual braking operation density:
  • the brake assembly is adapted to:
  • the braking operation reference density is different for different ranges for the brake request signal.
  • a sixth aspect of the present invention relates to a vehicle comprising a brake assembly according to the fifth aspect of the present invention.
  • Fig. 1 schematically illustrates a vehicle
  • Fig. 2 schematically illustrates an embodiment of a brake assembly of the present invention
  • Fig. 3 is a flow chart illustrating an embodiment of a method of the present invention.
  • the invention will be described below for a vehicle in the form of a truck 10 such as the truck illustrated in Fig. 1.
  • the truck 10 should be seen as an example of a vehicle which could comprise a brake assembly according to the present invention and/or for which the method of the present invention may be carried out.
  • the present invention may be implemented in a plurality of different types of vehicles.
  • the present invention could be implemented in a truck, a tractor, a car, a bus, a work machine such as a wheel loader or any other type of construction equipment.
  • a vehicle is generally adapted to be supported by a ground surface 12 and also generally comprises a plurality of wheels, which is exemplified in Fig. 1 by two wheels 14, 16.
  • the vehicle may comprise a brake assembly that may be adapted to impart a braking torque to e.g. one or more ground engagement members, such as the Fig. 1 wheels 14, 16, of the vehicle 10.
  • Fig. 2 schematically illustrates an embodiment of a brake assembly 18 for a vehicle, such as the Fig. 1 vehicle 10.
  • the brake assembly 18 comprises a brake system 20.
  • the brake system may comprise, or even be constituted by, a service brake system adapted to impart a braking torque.
  • a service brake system may comprise one or more disc brakes (not shown).
  • the brake assembly 18 may also comprise a secondary brake system 22, such as a parking brake system.
  • the brake assembly 18 further comprises a nominal automation system 24 and a safety system 26.
  • the brake system 20 is adapted to receive a brake request individually from each one of the nominal automation system 24 and the safety system 26 and in response to either request initiate a braking operation.
  • the nominal automation system 24 may be connected to the brake system 20 such that signals may be fed from the nominal automation system 24 to the brake system 20.
  • the nominal automation system 24 may be also be connected to the safety system 26 such that signals may be fed from the nominal automation system 22 to the safety system 26.
  • the safety system 26 may be connected to the brake system 20 such that signals may be fed from the safety system 26 to the brake system 20.
  • the brake system 20 may be also be connected to the safety system 26 such that signals may be fed from the brake system 20 to the safety system 26.
  • connection lines in Fig. 2 it should be noted that the connections need not necessarily be implement by connection cables or the like. On the contrary, it is envisaged that one or more of the above-mentioned connections may be implemented by other means, such as a wireless connection and/or a connection via a so-called CAN bus (not shown).
  • braking operations may be initiated by the nominal automation system 24.
  • the nominal automation system 24 may form part of an autonomous driving system (not shown in Fig. 2) which is adapted to automatically, alternatively semi-automatically, control the operation of the vehicle 10.
  • an operator may issue brake request signals to the nominal automation system 24, for instance via a brake pedal (not shown).
  • the safety system 26 may include a plurality of functions in order to ensure the safety of the brake assembly 18 and possibly also other components of the vehicle.
  • brake assembly 18 may comprise a brake monitoring system 28 adapted to monitor the functioning of the brake assembly 18. In the embodiment illustrated in Fig. 2, the brake monitoring system 28 forms part of the safety system 26 but it is envisaged that in embodiments of the brake assembly 18, the brake monitoring system 28 may form part of another component or system of the brake assembly 18, or even constitute an individual entity of the brake assembly 18.
  • the brake assembly 18 is adapted to determine an actual braking operation density d A.
  • the actual braking operation density d A is determined on the basis of at least a subset of occurrences per unit time when a braking operation is initiated by the brake system 20.
  • the subset of occurrences, or all occurrences, per unit time when a braking operation is initiated by the brake system 20 may be determined by the brake monitoring system 28, which in the Fig. 2 embodiment forms part of the safety system 26, by receiving a signal from the brake system 20 each time when a braking operation is initiated.
  • such a signal may also include information as regards e.g. the type of the braking operation.
  • the signal may include information indicative of a requested and/or imparted braking torque associated with the braking operation.
  • the brake monitoring system 28 may be adapted to receive brake request information from the nominal automation system 24.
  • a reference signal which reference signal may be identical to the brake request signal or which may at least comprise information about the brake request signal, may be sent from the nominal automation system 24 to the brake monitoring system 28, which for instance may form part of the safety system 26.
  • the brake monitoring system 28 may for instance be adapted to register when the safety system 26 itself issues a brake request signal to the brake system 20.
  • the actual braking operation density need not be determined by the safety system 26 and/or by the brake monitoring system 28 but rather by another system (not shown) forming part of the brake assembly 18.
  • the brake assembly 18 determines the actual braking operation density d A , the brake assembly 18 is such that, in response to detecting that the actual braking operation density d A is lower than a braking operation reference density d R , the brake assembly 18 is adapted to:
  • the reliability assessment for the response may by of the type “approved” or “not approved” depending on whether or not a retardation of the vehicle is within a retardation range expected for the brake request and the prevailing operating conditions of the vehicle.
  • the reliability may be expressed using a numerical value, e.g. an integer or a real value, depending on the result of the assessment.
  • a brake monitoring system 28 may, in response to detecting that the actual braking operation density is lower than a braking operation reference density, be adapted to:
  • the vehicle 10 may comprise a retardation sensor 30 adapted to issue a signal indicative of a retardation of the vehicle 10.
  • the retardation sensor 30 may be adapted to measure the wheel speed and/or deceleration of one or more wheels of the vehicle.
  • the retardation sensor 30 may instead, or in addition, be adapted to determine an overall speed of deceleration of the vehicle, for instance using a global positioning system, and on the basis thereof determine and issue a signal indicative of the retardation of the vehicle 10.
  • the brake assembly 18 may be adapted to receive a retardation signal from the retardation sensor 30 of the vehicle 10 and to detect the response of the brake system 20 to the signal issued from the safety system 26 using the retardation signal.
  • the brake assembly 18 may be adapted to determine the braking operation reference density on the basis of an expected number of occurrences N E per unit time when a safety critical braking operation is to be initiated by the brake system.
  • the safety factor SF may be equal to or greater than three, preferably equal to or greater than five.
  • the expected number of occurrences N E per unit time may be expressed as a number of occurrences per hour, number of occurrences per minute or any other time unit.
  • the expected number of occurrences N e per unit time when a safety critical braking operation is to be initiated by the brake system may be based on historical data from the vehicle 10 or a fleet of vehicles.
  • the above-mentioned expected number of occurrences N E per unit time may be determined on the basis of e.g. a planned route and/or a planned travel time for the vehicle.
  • the brake assembly 18 may be adapted to determine the braking operation reference density d R on the basis of a reference subset of occurrences NR per unit time when a braking operation is initiated by the brake system 20.
  • the braking operation reference density d R may be determined on the basis of the number of occurrences NR per unit time in the reference subset.
  • the reference subset of occurrences NR per unit time when a braking operation is initiated corresponds to occurrences when a safety critical braking operation is initiated.
  • a safety critical braking operation may be determined in a plurality of different ways.
  • the reference subset of occurrences NR per unit time when a braking operation is initiated may correspond to occurrences per unit time when a braking operation is initiated in an operating situation in which a failure to brake the vehicle is determined to result in personal injury of one or more persons related to the operating situation.
  • the reference subset of occurrences NR per unit time when a braking operation is initiated corresponds to braking operations initiated by the safety system 26.
  • the reference subset of occurrences NR per unit time when a braking operation is initiated corresponds to braking operations only initiated by the safety system 26.
  • the vehicle 10 may comprise a detector 32 for detecting an object (not shown) in front of the vehicle 10.
  • the detector 32 may be adapted to issue a signal to at least one, but preferably each one, of the nominal automation system 24 and the safety system 26.
  • the reference subset of occurrences NR per unit time when a braking operation is initiated may correspond to occurrences per unit time when a foreign object has been detected in front of the vehicle and in which a braking request has been issued in response thereto.
  • a braking request may be issued from each either one of the nominal automation system 24 and the safety system 26.
  • the detector 32 may issue a foreign object detection signal to the safety system 26 which in turn issues a brake request signal to the brake system 20.
  • the braking operation reference density d R may be determined by combining the expected number of occurrences N E per unit time and the reference subset of occurrences NR per unit time.
  • the braking operation reference density d R may initially be set on the basis of the expected number of occurrences N E per unit time. Thereafter, as the vehicle 10 is in driving scenarios involving different types of braking operations, the braking operation reference density d R may instead be based on the above-mentioned reference subset of occurrences N R per unit time.
  • the brake assembly 18 may be adapted to issue a communication verification signal verifying a communication between the safety system and the brake system.
  • the communication verification signal is issued in accordance with a communication verification signal issuing schedule indicating at which time instances a communication verification signal should be issued from the safety system 26.
  • the brake assembly 18 is adapted to assess whether or not the communication verification signal has been received by the brake system 20.
  • the communication verification signal may be regarded as a “pulse signal” or “heartbeat signal” that is issued from the safety system 26 to the brake system 20 at a relatively high frequency.
  • the vehicle 10 may further comprise a propulsion system 34.
  • a propulsion system may comprise an internal combustion engine and/or an electric motor being adapted to propel one or more of the wheels of the vehicle 10.
  • the brake assembly 18, for instance the safety system 26, may be adapted to issue a propulsion request signal to the propulsion system at the same time as the brake request signal is issued from the safety system 26 to the brake system 20 in response to detecting that the actual braking operation density is lower than a braking operation reference density.
  • the brake assembly 18 may be adapted to issue a brake request signal from the safety system 26 to the brake system 20 in accordance with a safety system signal issuing schedule indicating at which time instances a signal should be issued from the safety system.
  • the safety system signal issuing schedule is determined on the basis of the braking operation reference density and including at least one time instance being separate from a time instance at which a brake request is issued from the nominal automation system.
  • the brake assembly 18 may be adapted to use a braking operation range indicative of at least soft braking. The subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time may exclude occurrences per unit time when soft braking is initiated.
  • a soft braking may be deemed not to relate to e.g. a safety critical braking operation requiring that the reliability of the brake assembly needs to be assessed more often.
  • a distinction between soft braking and non-soft braking may be based on the brake torque, brake force or another comparable brake action indicative entity.
  • a value of such a brake action indicative entity being equal to or lower than a predetermined threshold may be deemed to relate to a soft braking.
  • the brake action indicative entity may for instance relate to an issued brake request signal or an actual brake action imparted by the brake system.
  • a distinction between soft braking and not soft braking may be based on a retardation level resulting from a braking operation.
  • the brake assembly is adapted to use braking operation ranges for the braking operation initiated by the brake system 20
  • the brake assembly 18 may be adapted to use braking operation ranges for each one of the following: medium braking and hard braking.
  • the subset of occurrences per unit time when a braking operation is initiated by the brake system per unit time includes occurrences per unit time when at least hard braking is initiated, preferably when medium braking or hard braking is initiated.
  • the brake assembly 18 may be adapted to: for each braking operation of the at least subset of occurrences per unit time forming the actual braking operation density d A :
  • braking operation ranges may also be used such that the reliability of the brake assembly is assessed for different braking operation ranges.
  • the brake assembly 18 may be adapted to:
  • the brake request signal may be indicative of a desired brake torque and the limits of each range may be determined by e.g. an upper and lower brake torque threshold.
  • the braking operation reference density may be different for different ranges for the brake request signal.
  • the corresponding braking operation reference density may be relatively high in order to ensure that the assessment is made more often than the occurrence per unit time of actual braking actions.
  • the braking operation reference density for hard braking may be relatively low.
  • Fig. 3 illustrates a flow chart for an embodiment of a method in accordance with the present invention.
  • Fig. 3 is a flow chart indicative of a method for assessing reliability of a brake assembly 18 of a vehicle 10.
  • the brake assembly 18 comprises a brake system 20, a nominal automation system 24 and a safety system 26.
  • the brake system 20 is adapted to receive a brake request individually from each one of the nominal automation system 24 and the safety system 26 and in response to either request initiate a braking operation.
  • the method comprises:
  • embodiments of the method may comprise assessing the reliability of said brake assembly 18 for at least a number of braking operations during operation of the vehicle.
  • embodiments of the method according to the present invention may comprise: for each braking operation of the at least subset of occurrences per unit time forming the actual braking operation density d A :
  • the above method may be implemented by means of a computer program comprising program code means for performing the steps of the method when the program is run on a computer.
  • a computer readable medium carrying a computer program comprising program code means for performing the steps of any one of the first or second aspects of the present invention when the program product is run on a computer.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Abstract

L'invention concerne un procédé d'évaluation de la fiabilité d'un ensemble frein (18) d'un véhicule (10). L'ensemble frein (18) comprend un système de frein (20), un système d'automatisation nominal (24) et un système de sécurité (26). Le système de frein (20) est conçu pour recevoir une demande de freinage individuellement à partir de chacun du système d'automatisation nominal (24) et du système de sécurité (26) et, en réponse à l'une ou l'autre demande, initier une opération de freinage. Le procédé comprend les étapes suivantes : - détermination d'une densité d'opération de freinage réelle (dA), la densité d'opération de freinage réelle (dA) étant déterminée sur la base d'au moins un sous-ensemble d'occurrences par unité de temps lorsqu'une opération de freinage est initiée par le système de frein (20) ; - en réponse à la détection que la densité d'opération de freinage réelle (dA) est inférieure à une densité de référence d'opération de freinage (dR) : • émission d'une demande de freinage à partir du système de sécurité (26) ; • détection d'une réponse du système de freinage (20) au signal émis depuis le système de sécurité (26), et • sur la base d'au moins la réponse détectée, évaluation de la fiabilité de l'ensemble frein (18).
EP21735630.2A 2021-06-18 2021-06-18 Procédé d'évaluation de la fiabilité d'un ensemble frein d'un véhicule Pending EP4355625A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2021/066688 WO2022262999A1 (fr) 2021-06-18 2021-06-18 Procédé d'évaluation de la fiabilité d'un ensemble frein d'un véhicule

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EP4355625A1 true EP4355625A1 (fr) 2024-04-24

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Application Number Title Priority Date Filing Date
EP21735630.2A Pending EP4355625A1 (fr) 2021-06-18 2021-06-18 Procédé d'évaluation de la fiabilité d'un ensemble frein d'un véhicule

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EP (1) EP4355625A1 (fr)
CN (1) CN117480079A (fr)
AU (1) AU2021451477A1 (fr)
WO (1) WO2022262999A1 (fr)

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2462864B (en) * 2008-08-23 2012-05-23 Haldex Brake Products Ltd Method of and apparatus for monitoring the performance of a vehicle braking system
GB201415364D0 (en) * 2014-08-29 2014-10-15 Axscend Ltd Method and apparatus for monitoring operation of a vehicle braking system
US20190135257A1 (en) * 2017-11-03 2019-05-09 GM Global Technology Operations LLC Methods and systems to adaptively monitor brake pad wear
GB2579202A (en) 2018-11-23 2020-06-17 Caterpillar Sarl A method of monitoring the brake performance of a machine
EP3753794A1 (fr) * 2019-06-19 2020-12-23 KNORR-BREMSE Systeme für Nutzfahrzeuge GmbH Procédé et appareil de surveillance d'une performance de freinage d'un véhicule

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WO2022262999A1 (fr) 2022-12-22
CN117480079A (zh) 2024-01-30
AU2021451477A1 (en) 2023-12-14

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